Long-form analysis, methodology and case studies from investigations we have actually run. No marketing prose, no SEO filler — work written for analysts, by people who do the work.
A four-day silence in the South China Sea is not a satellite issue. It is, more often than not, a decision.
Vessels do not "disappear" from AIS. Operators turn off transponders for reasons that, taken together, paint a recognizable pattern. Here is how we read the silence.
Read pieceA 737 BBJ vanishing for six hours over Anatolia is not a sensor outage. It is a route choice. Here is how to read it.
ADS-B transponders are mandatory in most controlled airspace. When a private jet goes dark, the question is never "did it fail" — it is "who turned it off, and why now".
Read pieceCloud cover does not care about your deadline. Knowing when to switch from Sentinel-2 to Sentinel-1 is half the job.
Sentinel-2 gives you a beautiful image when the sky is clear. Sentinel-1 sees through clouds and night. The skill is knowing which one your story needs.
Read pieceOFAC is one list among many. The interesting names are usually the ones that have not been added yet — or that hide behind those that have.
Compliance teams who screen against OFAC and call it a day are doing roughly a third of the work. A real sanctions stack pulls from at least seven lists and watches the gaps between them.
Read pieceShip-to-ship transfers leave a remarkably consistent signature, if you know where to look. The signatures rarely lie.
STS transfers are not inherently illegal. STS transfers that happen mid-ocean, between vessels that go dark on AIS, with one vessel changing draft by several metres in a few hours, are something else.
Read pieceAircraft do not lie about where their owners actually live, sleep, and meet. The pattern is in the schedule, not the registration.
A registered owner is a legal fiction. A flight schedule, six months deep, is a behavioural fact. The two are rarely the same person.
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